Railway truck



April 27, 1943 K. F. NYsTRoM ET AL 2,317,399

RAILWAY TRUCK Original Filed Oct 31, 1938 2 Sheets-Sheet l KESQ INVENTORKARL F. NYsTRoM EDMUND S. BECKETTE VERNONLGREEN Z ATTOR NEY April 27,1943. K. F. NYsTRoM ETAL RAILWAY TRUCK 2 Sheets-Sheet 2 Original FiledOct. 3l, 1958 INVENTORS KARL E NYS-FROM EDMUND S. BECKETTE ATTORNEYVERNONLGREEN Patented Apr. 27, 1943 l UNITED RAILWAY TRUCK.

Karl F. Nystrom, Milwaukee, Wis., Edmund S. Beckette, East St. Louis,Ill., and Vernon-L. Green, Milwaukee, Wis.; said Beckette assignor toGeneral Steel Castings Corporation, Granite City, lll., a corporationoi' Delaware Application May 6, 1940, Serial No. 333,608, which is adivision of application Serial No. 237,820, October 31, 1938, now PatentNo. 2,241,418, dated May 13, 1941. Divided and this application August15, 1941, Serial No. 406,977

9 Claims.

October 31, 1938. and now Patent No. 2,241,418,

issued May 13, 1941.

The main object of the invention is to improve the riding qualities ofrailway trucks, and more particularly of railway` trucks for passengercars used in high speed service, where sudden vertical and lateralmovements of the truck parts tend to tilt or roll the body sideways andcause 'an uneven compression or deiiection of the bolster springs on oneside of the truck, relative to thebolster springs on the otherside ofthe truck, which would create discomfort for the passengers.

Another main object of the invention is tostabilize the action of thesprings, particularly the bolster supporting springs at opposite sidesof the truck, by transmitting forces tending to compress or expand aspring on one side of the truck to a spring on the other side of thetruck, so as to keep partssupported by the spring, such as the bolster,in parallel relation with the truck frame, thereby equalizing theload onthe springs so as to keep the load on the bolster` springson |both sidesof the truck the same. It is particularly desirable to keep the bolsterparallel with the truck frame when rounding curves or when on unevenroad beds where side oscillation might occur, as otherwise thecentriiugal force of the car body when rounding curves or du to sideoscillations would tilt the body excessively and produce an unstable andundesirable riding discomfort to the passengers.

Another object of the invention is to reduce noise and vibrationresulting from metal to metal contact throughout a number of relativelymoving parts in the spring stabilizing structure and in its connectionsto associated parts. v

These and other detailed objects as will appear from the followingspeciiication are attained by the structure illustrated in theaccompanying drawings in which- Figure 1 is a top view of the major partof a four-wheel truck, the end portions of the vsprings I 4.

sides of/"the truck being broken away as they'y are `unimportant and toenable the drawing to be made on a larger scale.

Figure 2 is a side elevation oi the truck structure shown in Figure 1.

Figure 3 is a vertical transverse section taken on the line 3-3 ofFigure 1 but drawn to an enlarged scale.

Figure 4 is a detailed vertical section taken longitudinally of thetruck on the line 4-4 of Figure 1 but drawn to an enlarged scale.

'I'he truck includes the usual wheels I, axles 2, and axle journal boxes3. A coil spring 5, or a group of coil springs, is 'mounted-upon eachljournal box and the truck frame rests upon springs 5. The truck framecomprises wheel pieces 6 extending over the axle boxes, pedestal legs 'ldepending from wheel pieces 6, transverse transoms 8 spaced apart, andother details customary in such frames but not enumerated here except asparticularly mentioned below: Suspended from the end portionsA oftransoms 8 where they merge with wheel pieces 6 are pairs of swinghangers 9 pivotally mounted in the transoms by pins I0, the links ofeach pair being connected by a cross bar I I. A spring plank I 2 extendsbetween cross bars II and has upwardly' facing seats I3 mounting thebolster coil springs I4. The main body part of bolster I5 is located atsubstantially the same level as wheel pieces 6 and it includes a centerplate I6, for supporting the truck load, and its end portions includedownwardly facing spring cap portions for receiving the upper ends ofThe details of the spring cap mounting on springs I4 arel illustratedand described in de'- tail and claimed in our copending application ledherewith, Serial No. 406,976 and in themselves form no part of thepresent invention.

Bolster l5 is provided with downwardly and Y outwardly extending arms 2lprojecting beneath wheel pieces 6 and terminating in flanges 22'preferably in vertical alignment with brackets 23 formed on the outerfaces of wheel pieces 6. Shock absorber devices 24 are secured tobolster flanges 22 and frame brackets 23 and coact with the frame andbolster to control relative vertical movements thereof by absorbingvforces applied to the parts, especially violent and sudden forces whichotherwise would result in free action of the springs I4 in bothcompression and recoil. Since the shock absorbers are between the frame,mounted on springs 5, and the bolster,

mounted on springs il, theyV will also function to break up harmonicsynchronization oi springs il and springs and willcooperate with springsI4 to dampen the action of the latter-'mentioned springs.

The details of the shock absorbers and their l actions are furtherillustrated and described in our vapplication filed May 6, 1940, SerialNo. 333,608, ci which the present vapplication is a division.

To stabilize the vertical movement of `opposite end portions of thebolster and to further control the' actions of the bolster springs anddevices Il,

there are provided torque rods 3| journalled in.

brackets 32 on wheel pieces 6, and each torque vtorque rod and saidlinks stabilize vertical movement of the bolster ends and alsoaccommodate movement of the bolster transversely oithe truck.

2. In a railway truck, a frame, a lateral motion bolster which is springsupported at its end portions from said frame, atorque rod extendingtransversely of said frame and ,iournalled thereon, arms on said rod,and' links depending from said arms and pivot'ally connected thereto andrespectively topo'rtions of said bolster spacedl rod hasA arms 33 at itsopposite ends extending towards bolster I5 but/'not directly contactingthesame. An upright link 34 has a, pivotal connection with the inner endof each'arm 33, the pivot axis extending transversely of the truck, andthe lower end of. each link 34 is pivotally connected with a bolster.arm 2|, the pivot axis extending longitudinally of the truck.vPreferably each of these pivotal connections includes rubber mountingelements 35 which take up any play between the parts and break the metalto metal line of contact between the bolster and the frame andaccommodate angular movement between the bolster and thestabilizerstructure. The pivotal connections between the stabilizer parts and theframe and the bolster vavoid the use of sliding joints. which have beenused in some cross stabilizing arrangements previously proposed.

The stabilizers result in' the bolster springs and the snubbing devicesoperating simultaneously. Hence the work done by the shock absorbingstructure at each side of the truck may be reduced. Thestabilizersreduce `the travel of the snubbing devices because withoutthestabilizers the snubbing device adjacent the outside of a section. ofcurved track would be subject to greater extension than thesnubbingfdevice adjacent the inner side of the curve. Furthermore, `thefriction between the stabilizer elements and connections to the truckparts particularly where rubber mountings are used, w vll have adampening eiecton vertical oscillations of the bolster springs and thiswill reduce the amount of work to be done by the snubbers. v

The stabilizing structure described ties the action of the springs andshock absorber at one side of the truck to the action' of the springsand shock absorber at the other side of the truck andA therebyv improvesthe riding qualities of the truck and avoids excessive rocking andbouncing of the truck bolster. relative to the frame and' of the framerelative to the wheels, axles and bOXeS.

' oi the invention, and the exclusive use of such variations as comewithin the scope oi' the claims is contemplated.

What is claimed is:

1. In a railwaytruck, a frame, a lateral moapart laterally of the truck,the pivotal connectionsl including rubber mountings arranged to avoidcontinuous metal to metal 'contact through said rod, links and bolster.

3. In a railway truck, a frame having wheel pieces, a lateral motionbolster'having a bodyportion extending between said wheel pieces andspring-supported near its ends from said frame, said bolster havingdownwardly and outwardly projecting arms extending beneath said wheelpieces, a torque rod extending transversely of said frame and journalledthereon and provided 4. In a railway truck, a frame', a lateral motionbolster spring-supported near its opposite ends from said frame, atorque rod extending transversely of, and journalled in said frame witharms substantially parallelfto the sidesof the truck and positionedexteriorly thereof, links each having one end pivoted t'o one ot saidarms to swing transversely oi the truck. .and pivotal connectionsbetween the 'other endsof said links and respective'portions of saidbolster spaced apart lat- -rally of the truck, whereby'said torque rodand links stabilize vertical movement oi the bolster endsandtheirsupporting springs and also accommodate movement of the bolstertransversely of the truck. Y

5. In a railway truck, a frame, elements pivotally mounted on saidframe, springs supported on Vsaid elements, a bolster mounted on saidresponding portions of said bolster, said link connections providinguniversal joint pivoting of the connected parts, whereby equal verticalmovement oi.' the opposite. endsof the bolster is maintained by theresistance of ,the rod' to torsion while the verticalandlateralmovements of the bolster relative to the frame areaccommodated by said universal Joint connections, at leastv one tionbolsterl which is spring supported near its opposite ends from saidframe, a torquerod extending transversely oi and journalled in saidframe with arms extending towards said bolster, links pivoted on saidarms and depending therefrom and swinging transversely of the truck, andpivotal connections between thelower ends oi of said connections ateach/end of the bolster including a rubber element yleldingly'vresistingthe pivotal movement oi theinterconnected parts. p 8. In a railwaytruck,.a trame, a lateral moarms extending transversely of the Journalporconnections between the swinging ends o! said links and respectiveportions of said bolster spaced apart laterally of the truck wherebysaid torque rod and said links stabilize vertical movement oi' thebolster ends and also accommodate movement of the bolster transverselyof the truck.

7. A truck as described in claim 1 in which the bolster is provided withside bearings, and the torque rod is Journalled in portions of the frame.spaced apart transversely of the truck a greater distance than the sidebearings.

8. A truck as described in claim. 6 in which th torque rod arms arepositioned at the outer sides of the frame and the links are connectedto projections on the outer ends of the bolster.

9. In a railway truck, a frame, elements pivotally mounted on saidframe, springs supported on said elements. a bolster mounted on saidsprings to move vertically relative to said frame by the action oi saidsprings and to move laterv ally of said frame by the pivotal action ofsaid elements, a stabilizer for said bolster comprising a torque rodextending transversely of the truck with each end portion having apivotal connection to said frame and-provided with a crank arm, linkswith pivotal connections at their ends.

to the outer ends of said arms and to thecorresponding portions of saidbolster, said link con-- nections providing universal joint pivoting. ofthe connected parts, whereby equal vertical movement of the oppositeends of the bolster is maintained by the resistance' of the rody totorsion while the vertical andlateral movements of the bolster relativeto the frame are accommodated by said universal joint connections.

KARL F. NYSTROM.

VERNON L. GREEN.

EDMUND S. BECKEI'IE.

